Method for operating a hybrid electric powertrain based on predictive effects upon an electrical energy storage device

ABSTRACT

A hybrid electric powertrain includes an electrical energy storage device and electric machines. A method for operating the powertrain to control the electric machines is effective to attain a predetermined state of life profile for the electric energy storage device.

TECHNICAL FIELD

This invention pertains generally to an electrical energy storagedevice. More particularly, the invention is concerned with predictingeffects upon an electrical energy storage device and managing state oflife based thereon.

BACKGROUND OF THE INVENTION

Various hybrid propulsion systems for vehicles use electrical energystorage devices to supply electrical energy to electrical machines,which are operable to provide motive torque to the vehicle, often inconjunction with an internal combustion engine. An exemplary hybridpowertrain architecture comprises a two-mode, compound-split,electro-mechanical transmission which utilizes an input member forreceiving power from a prime mover power source and an output member fordelivering power from the transmission to a vehicle driveline. First andsecond electric machines, i.e. motor/generators, are operativelyconnected to an energy storage device for interchanging electrical powertherebetween. A control unit is provided for regulating the electricalpower interchange between the energy storage device and the electricmachines. The control unit also regulates electrical power interchangebetween the first and second electric machines.

One of the design considerations in vehicle powertrain systems is anability to provide consistent vehicle performance and component/systemservice life. Hybrid vehicles, and more specifically the battery packsystems utilized therewith, provide vehicle system designers with newchallenges and tradeoffs. It has been observed that service life of anelectrical energy storage device, e.g. a battery pack system, increasesas resting temperature of the battery pack decreases. However, coldoperating temperature introduces limits in battery charge/dischargeperformance until temperature of the pack is increased. A warm batterypack is more able to supply required power to the vehicle propulsionsystem, but continued warm temperature operation may result indiminished service life.

Modern hybrid vehicle systems manage various aspects of operation of thehybrid system to effect improved service life of the battery. Forexample, depth of battery discharge is managed, amp-hour (A-h)throughput is limited, and convection fans are used to cool the batterypack. Ambient environmental conditions in which the vehicle is operatedhas largely been ignored. However, the ambient environmental conditionsmay have significant effect upon battery service life. Specifically,same models of hybrid vehicles released into various geographic areasthroughout North America would likely not result in the same batterypack life, even if all the vehicles were driven on the same cycle. Thevehicle's environment must be considered if a useful estimation ofbattery life is to be derived. Additionally, customer expectations,competition and government regulations impose standards of performance,including for service life of battery packs, which must be met.

It would be useful to include in a hybrid control system an ability toestimate or otherwise determine a potential effect that an operatingparameter, e.g. electrical current level, has on life of a battery pack,in order to use such information to proactively control operation of thehybrid powertrain system to optimize battery life.

SUMMARY OF THE INVENTION

A hybrid electric powertrain includes an electrical energy storagedevice adapted for exchanging electrical energy with a hybrid vehicularpowertrain including first and second electric machines. Each machine isoperable to impart torque to a two-mode, compound-splitelectro-mechanical transmission having four fixed gear ratios and twocontinuously variable operating modes. A method for operating thepowertrain includes establishing a plurality of values for current ofthe electrical energy storage device during periods of vehicle activityand, for each respective value, determining a corresponding change instate of life for the energy storage device based upon the respectivevalue. The electric machines are operated based on the determinedchanges in state of life. Preferably, the electric machines are operatedto effect a predetermined state of life profile. In accordance with anembodiment, such state of life profile is effected by limiting allowableelectric machine currents in accordance with the determined changes instate of life and predetermined state of life profile. In accordancewith an alternate embodiment, such state of life profile is effected byestablishing electric machine currents in accordance with the determinedchanges in state of life and predetermined state of life profile.Preferably, change in the state of life is determined based upon anintegration of electrical current, a depth of discharge of the energystorage device, and, an operating temperature factor of the electricalenergy storage device. Depth of discharge of the electrical energystorage device is preferably determined based upon the electricalcurrent. And, the operating temperature factor of the electrical energystorage device is determined based upon the electrical current andtemperature of the electrical energy storage device.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention may take physical form in certain parts and arrangement ofparts, an embodiment of which is described in detail herein andillustrated in the accompanying drawings which form a part hereof, andwherein:

FIG. 1 is a schematic diagram of an exemplary architecture for a controlsystem and powertrain, in accordance with the present invention;

FIGS. 2 and 3 are algorithmic block diagrams, in accordance with thepresent invention; and,

FIG. 4 is an exemplary data graph, in accordance with the presentinvention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring now to the drawings, wherein the showings are for the purposeof illustrating the invention only and not for the purpose of limitingthe same, FIG. 1 shows a control system and an exemplary hybridpowertrain system which has been constructed in accordance with anembodiment of the invention. The exemplary hybrid powertrain systemcomprises a plurality of torque-generative devices operable to supplymotive torque to a transmission device, which supplies motive torque toa driveline. The torque-generative devices preferably comprise aninternal combustion engine 14 and first and second electric machines 56,72 operable to convert electrical energy supplied from an electricalstorage device 74 to motive torque. The exemplary transmission device 10comprises a two-mode, compound-split electro-mechanical transmissionhaving four fixed gear ratios, and includes a plurality of gearsoperable to transmit the motive torque to an output shaft 64 anddriveline through a plurality of torque-transfer devices containedtherein. Mechanical aspects of exemplary transmission 10 are disclosedin detail in U.S. Pat. No. 6,953,409, entitled “Two-Mode,Compound-Split, Hybrid Electro-Mechanical Transmission having Four FixedRatios”, which is incorporated herein by reference.

The control system comprises a distributed control module architectureinteracting via a local area communications network to provide ongoingcontrol to the powertrain system, including the engine 14, theelectrical machines 56, 72, and the transmission 10.

The exemplary powertrain system been constructed in accordance with anembodiment of the present invention. The hybrid transmission 10 receivesinput torque from torque-generative devices, including the engine 14 andthe electrical machines 56, 72, as a result of energy conversion fromfuel or electrical potential stored in electrical energy storage device(ESD) 74. The ESD 74 typically comprises one or more batteries. Otherelectrical energy storage devices that have the ability to storeelectric power and dispense electric power may be used in place of thebatteries without altering the concepts of the present invention. TheESD 74 is preferably sized based upon factors including regenerativerequirements, application issues related to typical road grade andtemperature, and, propulsion requirements such as emissions, powerassist and electric range. The ESD 74 is high voltage DC-coupled totransmission power inverter module (TPIM) 19 via DC lines referred to astransfer conductor 27. The TPIM 19 transfers electrical energy to thefirst electrical machine 56 by transfer conductors 29, and the TPIM 19similarly transfer electrical energy to the second electrical machine 72by transfer conductors 31. Electrical current is transferable betweenthe electrical machines 56, 72 and the ESD 74 in accordance with whetherthe ESD 74 is being charged or discharged. TPIM 19 includes the pair ofpower inverters and respective motor control modules configured toreceive motor control commands and control inverter states therefrom toprovide motor drive or regeneration functionality.

The electrical machines 56, 72 preferably comprise known motor/generatordevices. In motoring control, the respective inverter receives currentfrom the ESD and provides AC current to the respective motor overtransfer conductors 29 and 31. In regeneration control, the respectiveinverter receives AC current from the motor over the respective transferconductor and provides current to the DC lines 27. The net DC currentprovided to or from the inverters determines the charge or dischargeoperating mode of the electrical energy storage device 74. Preferably,machine A 56 and machine B 72 are three-phase AC electrical machines andthe inverters comprise complementary three-phase power electronicdevices.

The elements shown in FIG. 1, and described hereinafter, comprise asubset of an overall vehicle control architecture, and are operable toprovide coordinated system control of the powertrain system describedherein. The control system is operable to gather and synthesizepertinent information and inputs, and execute algorithms to controlvarious actuators to achieve control targets, including such parametersas fuel economy, emissions, performance, driveability, and protection ofhardware, including batteries of ESD 74 and machines A and B 56, 72. Thedistributed control module architecture of the control system comprisesan engine control module (‘ECM’) 23, transmission control module (‘TCM’)17, battery pack control module (‘BPCM’) 21, and the Transmission PowerInverter Module (‘TPIM’) 19. A hybrid control module (‘HCP’) 5 providesoverarching control and coordination of the aforementioned controlmodules. There is a User Interface (‘UI’) 13 operably connected to aplurality of devices through which a vehicle operator typically controlsor directs operation of the powertrain, including the transmission 10.Exemplary vehicle operator inputs to the UI 13 include an acceleratorpedal, a brake pedal, transmission gear selector, and, vehicle speedcruise control. Within the control system, each of the aforementionedcontrol modules communicates with other control modules, sensors, andactuators via a local area network (‘LAN’) communications bus 6. The LANbus 6 allows for structured communication of control parameters andcommands between the various control modules. The specific communicationprotocol utilized is application-specific. By way of example, onecommunications protocol is the Society of Automotive Engineers standardJ1939. The LAN bus and appropriate protocols provide for robustmessaging and multi-control module interfacing between theaforementioned control modules, and other control modules providingfunctionality such as antilock brakes, traction control, and vehiclestability.

The HCP 5 provides overarching control of the hybrid powertrain system,serving to coordinate operation of the ECM 23, TCM 17, TPIM 19, and BPCM21. Based upon various input signals from the UI 13 and the powertrain,the HCP 5 generates various commands, including: an engine torquecommand, clutch torque commands, for various clutches of the hybridtransmission 10; and motor torque commands, for the electrical machinesA and B, respectively.

The ECM 23 is operably connected to the engine 14, and functions toacquire data from a variety of sensors and control a variety ofactuators, respectively, of the engine 14 over a plurality of discretelines collectively shown as aggregate line 35. The ECM 23 receives theengine torque command from the HCP 5, and generates an axle torquerequest. For simplicity, ECM 23 is shown generally having bi-directionalinterface with engine 14 via aggregate line 35. Various parameters thatare sensed by ECM 23 include engine coolant temperature, engine inputspeed to the transmission, manifold pressure, ambient air temperature,and ambient pressure. Various actuators that may be controlled by theECM 23 include fuel injectors, ignition modules, and throttle controlmodules.

The TCM 17 is operably connected to the transmission 10 and functions toacquire data from a variety of sensors and provide command controlsignals, i.e. clutch torque commands to the clutches of thetransmission.

The BPCM 21 interacts with various sensors associated with the ESD 74 toderive information about the state of the ESD 74 to the HCP 5. Suchsensors comprise voltage and electrical current sensors, as well asambient sensors operable to measure operating conditions of the ESD 74including, e.g., temperature and internal resistance of the ESD 74.Sensed parameters include ESD voltage, V_(BAT), ESD current, I_(BAT),and ESD temperature, T_(BAT). Derived parameters preferably include, ESDinternal resistance, R_(BAT), ESD state of charge, SOC, and other statesof the ESD, including available electrical power, P_(BAT) _(—) _(MIN)and P_(BAT) _(—) _(MAX).

The Transmission Power Inverter Module (TPIM) 19 includes theaforementioned power inverters and motor control modules configured toreceive motor control commands and control inverter states therefrom toprovide motor drive or regeneration functionality. The TPIM 19 isoperable to generate torque commands for machines A and B based uponinput from the HCP 5, which is driven by operator input through UI 13and system operating parameters. Motor torques are implemented by thecontrol system, including the TPIM 19, to control the machines A and B.Individual motor speed signals are derived by the TPIM 19 from the motorphase information or conventional rotation sensors. The TPIM 19determines and communicates motor speeds to the HCP 5.

Each of the aforementioned control modules of the control system ispreferably a general-purpose digital computer generally comprising amicroprocessor or central processing unit, read only memory (ROM),random access memory (RAM), electrically programmable read only memory(EPROM), high speed clock, analog to digital (A/D) and digital to analog(D/A) circuitry, and input/output circuitry and devices (I/O) andappropriate signal conditioning and buffer circuitry. Each controlmodule has a set of control algorithms, comprising resident programinstructions and calibrations stored in ROM and executed to provide therespective functions of each computer. Information transfer between thevarious computers is preferably accomplished using the aforementionedLAN 6.

Algorithms for control and state estimation in each of the controlmodules are typically executed during preset loop cycles such that eachalgorithm is executed at least once each loop cycle. Algorithms storedin the non-volatile memory devices are executed by one of the centralprocessing units and are operable to monitor inputs from the sensingdevices and execute control and diagnostic routines to control operationof the respective device, using preset calibrations. Loop cycles aretypically executed at regular intervals, for example each 3.125, 6.25,12.5, 25 and 100 milliseconds during ongoing engine and vehicleoperation. Alternatively, algorithms may be executed in response tooccurrence of an event.

The action described hereinafter occurs during active operation of thevehicle, i.e. that period of time when operation of the engine andelectrical machines are enabled by the vehicle operator, typicallythrough a ‘key-on’ action. Quiescent periods include periods of timewhen operation of the engine and electrical machines are disabled by thevehicle operator, typically through a ‘key-off’ action. In response toan operator's action, as captured by the UI 13, the supervisory HCPcontrol module 5 and one or more of the other control modules determinerequired transmission output torque, T_(o). Selectively operatedcomponents of the hybrid transmission 10 are appropriately controlledand manipulated to respond to the operator demand. For example, in theexemplary embodiment shown in FIG. 1, when the operator has selected aforward drive range and manipulates either the accelerator pedal or thebrake pedal, the HCP 5 determines how and when the vehicle is toaccelerate or decelerate. The HCP 5 also monitors the parametric statesof the torque-generative devices, and determines the output of thetransmission required to effect a desired rate of acceleration ordeceleration. Under the direction of the HCP 5, the transmission 10operates over a range of output speeds from slow to fast in order tomeet the operator demand.

Referring now to FIG. 2, a method and apparatus to estimate astate-of-life (‘SOL’) of an energy storage device useable in a hybridcontrol system in real-time is described. The exemplary method andapparatus to estimate state-of-life (‘SOL’) of the energy storage devicein the hybrid control system in real-time is disclosed in detail in U.S.patent application Ser. No. 11/422,691, entitled “Method and Apparatusfor Real-time Life Estimation of an Electric Energy Storage Device in aHybrid Vehicle”, which is incorporated herein by reference. Theexemplary method and apparatus to estimate state-of-life comprises analgorithm that monitors an electrical current and a state-of-charge andtemperature of the electrical energy storage device 74 during operation.Temperature of the electrical energy storage device 74 is furthermonitored during quiescent periods of ESD operation. Quiescent periodsof ESD operation are characterized by ESD power flow that is de minimuswhereas active periods of ESD operation are characterized by ESD powerflow that is not de minimus. That is to say, quiescent periods of ESDoperation are generally characterized by no or minimal current flow intoor out of the ESD. With respect to an ESD associated with a hybridvehicle propulsion system for example, quiescent periods of ESDoperation may be associated with periods of vehicle inactivity (e.g.powertrain, including electric machines, is inoperative such as duringperiods when the vehicle is not being driven and accessory loads are offbut may include such periods characterized by parasitic current draws asare required for continuing certain controller operations including, forexample, the operations associated with the present invention). Activeperiods of ESD operation in contrast may be associated with periods ofvehicle activity (e.g. accessory loads are on and/or the powertrain,including electric machines, is operative such as during periods whenthe vehicle is being driven wherein current flows may be into or out ofthe ESD) The state of life (‘SOL’) of the electrical energy storagedevice 74 is determined based upon the ESD current, the state of chargeof the ESD, and the temperature of the ESD during quiescent and activeperiods of operation. The inputs to calculation of SOL, include ESDinternal resistance R_(BAT), ESD temperature T_(BAT), ESD state ofcharge SOC, and ESD current I_(BAT). These are known operatingparameters measured or derived within the distributed control system.From these parameters, an A-h integration factor 110, a depth ofdischarge (‘DOD’) factor 112, a driving temperature factor 114, and aresting temperature factor, T_(REST), 116 are determined, and providedas input to determine a parameter for SOL. The operating parameters usedto calculate SOL include: ESD current, I_(BAT), which is monitored inreal-time, measured in amperes, and integrated as a function of time;magnitude of electrical current flowing through the ESD 74 during eachactive charging and discharging event; ESD state-of-charge (‘SOC’),including depth-of-discharge (‘DOD’); and, ESD temperature factor duringactive periods of operation, referred to as T_(DRIVE). The inputs ofR_(BAT), T_(BAT), SOC, and I_(BAT), are known operating parameterswithin the distributed control system. The input T_(REST) is a derivedparametric value.

Referring now to FIG. 3, a schematic diagram of an algorithm, preferablyexecuted in one of the aforementioned control modules, is describedwhich is executed in the control system to pre-calculate an array ofpossible changes in ESD state of life, SOL_(delta), for a subsequenttime-step, k+1, for each control degree of freedom. In this embodiment,the selected control degree of freedom comprises ESD current, T_(BAT).The algorithm is executed to determine an effect upon ESD state of lifeat a subsequent time-step for the array of ESD electrical currentlevels, to optimize vehicle operation and control based upon SOL of theESD 74. This comprises estimating values for a change in SOL, referredto as SOL_(delta), over a range of current levels, as follows.

The estimated SOL factor is represented by Eq. 1:SOL_(k+1)=SOLdelta(x,{right arrow over (y)})+SOL_(k)  [1]

wherein:

SOL_(k+1) is a State of Life parameter calculated for a subsequentiteration, k+1, typically a time step equal to elapsed time until thesubsequent loop cycle in the control system;

SOL_(k) is the most recently calculated State of Life parameter;

SOLdelta(x, y) comprises parameter, SOL_(delta), calculated for given x,y values; and,

SOLdelta(x, y) comprises a vector containing a range of the parameters,SOL_(delta), wherein values for y are held constant, while values for xare incremented over a range. The SOLdelta parameter determined ispreferably used by the aforementioned hybrid vehicle control system foroptimization in conjunction with other system constraints. This is showngraphically with reference to FIG. 4, and specifically items 170, 172,174, and 176.

Referring again to FIG. 3, the algorithm operates by monitoring inputparameter T_(BAT) _(—) _(K), comprising temperature of the ESD 74 atpoint in time, k. The ESD current for the subsequent time step, k+1,referred to as I_(BAT) _(—) _(K+1), comprises the aforementioned arrayof ESD electrical current values as shown at 138, in this instance from−200 amperes to +200 amperes in incremental values of 100 amperes,wherein the positive and negative symbols refer to direction of currentflow, for charging and discharging of the ESD 74, respectively. Allother parameters ({right arrow over (y)}) in Eq. 1 to calculateSOL_(delta) are held constant. The input parameters used in calculationof SOL_(delta), including current-integration 110, depth of dischargefactor 112, driving temperature factor 114, are determined for eachvalue of ESD current for the subsequent time step, I_(BAT) _(—) _(K+1).A second array 144, comprising a table of SOL_(delta) values determinedbased upon ESD current, I_(BAT) _(—) _(K+1), is calculated and useableby the control system to make decisions regarding subsequent operationof the vehicle.

Estimation of total cumulated effect on current A-h integrationcomponent 110 can be directly calculated for of the array of currentvalues 138, in this instance from −200 amperes to +200 amperes inincremental values of 100 amperes, for time step k+1. The A-hintegration component 110 to SOL_(delta) is used to calculate a finalvalue for SOL_(delta) for each cell in the SOLdelta(x,y) vector. Acumulative value of A-h/mile driven is generally known for each vehicle,and typically comprises a direct linear relationship between values forESD current and SOL_(delta).

Estimation of effect upon depth of discharge (DOD) is knowable, asfollows. A parametric value for SOC is known at time, k. The value forelectrical current, shown with reference to vector 138, is used incalculation of a parametric value for SOC, as shown in 136, wherein theresulting SOC_(k+1) is calculated. This value is then compared to theSOC_(DOD-LOCK), which comprises a ESD state-of-charge achieved at thesubsequent calculation cycle were the proposed current commanded. Thecontribution of the DOD effect on SOC increases as the system exceedsthe SOC-DOD LOCK IN threshold, which has a parametric value of 75% inthis embodiment. This means the system penalizes departures from a SOCtarget area. The system greatly penalizes SOC when, for example, anaction by the controller causes ESD discharge below a set value, e.g.40%, as a result of an action such as an extended vehicle acceleration.A resulting parametric value for Depth-of-Discharge 112 is passed intothe DOD-SOL impact table. This SOL delta component is then submitted tothe SOL_(delta) calculation.

Estimating an effect based upon ESD operating temperature comprisescalculating estimates of heat transfer to the ESD caused by the upcomingchange of the control parameter, I_(BAT). This provides an indication ofan amount the ESD is warmed up during the elapsed time. The ESD heatingvalue is determined by inputting each value for the current, I_(BAT)_(—) _(K+1), to a mathematical model of the ESD 74, which includes oneor more vectors or matrices of resistance as a function of SOC andtemperature. The matrix may be based upon predetermined calibrationbased upon laboratory data or a calculated resistance from a controlmodule. The calculation is further based upon thermal mass of the ESD74, and any ESD cooling system capability. An estimate of thermal change134 is determined, based on a control operation, as shown in block 134,and referred to as a difference between ESD temperatures at times k andk+1, i.e. (T_(BAT) _(—) _(K+1)−T_(BAT) _(—) _(K)), which is determinedbased upon the control parameter, I_(BAT) at time, k+1. Drivingtemperature factor is determined at block 114, which is passed to theSOL_(delta) calculation of block 142 for the timestep, k+1. This resultoccurs because operating temperatures and resting temperatures affectESD total life. The time integrated current factor from block 110, theDOD factor from block 112, and the driving temperature factor from block114 comprise the inputs to Block 142, which determines a parametricvalue for SOL_(delta) for each current value of the array of currentvalues input to the algorithm from block 138. An array of values aspreviously described, are created in the SOLdelta(x, y) vector 144.

As an example, operating a hybrid vehicle to maximize ESD current andcharging typically leads to large amounts of current passing through theESD. The parameter for A-h/mile is likely higher than for an averageoperator, and the A-h component for calculation of SOLdelta(x, y) likelyreflects fairly high values for SOL_(delta) at all positive and negativecurrent values. However, because the control system has enough time toadapt to driving style of various operators (usually more astute driversattempt to maximize operation in a recharging mode, e.g. regenerativebraking, and identify areas of ESD boost), the State of Charge in thisexample remains at an optimal level around 75%+/−2%. At the given momentof the calculation, with SOC at 74.5, the SOC_(DOD-LOCK) value of block136 was at 74.9. The instantaneous DOD at this point is only 0.4% DOD.This translates to a relatively small effect upon SOL_(delta) for allI_(bat/k+1) current values. Stated differently, in the next timestep,there is limited risk to SOL related directly to a large depth ofdischarge.

Lastly, when the operator most likely started with a high ESDtemperature while passing large quantities of current through the ESD,which most likely warms it beyond the capability of its cooling system,the effect due to low current levels are likely reasonable. However athigher positive charging currents there would be larger effect uponSOL_(delta), due to a future potential for ESD heating. There would belesser increases in the SOL_(delta) for larger discharging currents aswell, but not as large as the charging currents because dischargecurrents have less resistance than charging currents.

Referring again to FIG. 4, a datagraph showing a state-of-life factor asa function of vehicle operating time and mileage is shown. Included is atarget profile 160, comprising an idealized, linear change in SOL overtime and distance driven. A second line 170 comprises a system whereininitial SOL v. time is above the idealized profile, potentially leadingto a shorter service life for the ESD 74. Therefore there is a need tohave a less aggressive use of the ESD in subsequent usage to optimizeESD life. A third line 180 comprises a system wherein the initial SOL v.time is below the idealized profile, leading to an extended service lifefor the ESD 74. In this instance, the operating system may be able tomore aggressively use the electric machines 56, 72 to propel thevehicle. Furthermore, such a system facilitates more effectiveutilization of the hybrid propulsion system in a vehicle used in aclimate having lower ambient temperatures. Referring now to items 172,174, 176, there is shown three values for SOL_(delta) that have beencalculated in accordance with Eq. 1 above, and the invention asdescribed herein. This information is useable by the hybrid controlsystem to decide on an appropriate level of operation of the electricalmachines, in terms of electrical current flow, for the subsequent step,while taking into account effect on life of the ESD using the SOLfactor. Therefore, electric machine currents can be controlled inaccordance with the general objective of maintaining SOL in accordancewith the target profile 160. Varying degrees of control techniques caneffect this objective including, for example, establishing (e.g. settingor dictating) machine currents where aggressive control is warranted,e.g. where actual SOL requires gross adjustments to comply with thetarget profile or SOL is on a track to premature end of life relative tothe target profile. Alternatively, merely establishing machine currentlimits may be more appropriate where less aggressive control iswarranted, e.g. where actual SOL requires minor adjustments to complywith the target profile or SOL is on a track to an extended end of liferelative to the target profile. In general, it is desirable to convergethe actual SOL to the target profile quickly while minimizing overshoot.

The invention has been described with specific reference to thepreferred embodiments and modifications thereto. Further modificationsand alterations may occur to others upon reading and understanding thespecification. It is intended to include all such modifications andalterations insofar as they come within the scope of the invention.

1. Method for operating a hybrid electric powertrain including anelectrical energy storage device adapted for exchanging electricalenergy with a hybrid vehicular powertrain including first and secondelectric machines, each machine operable to impart torque to a two-mode,compound-split electro-mechanical transmission having four fixed gearratios and two continuously variable operating modes, comprising:establishing an array of values for current of the electrical energystorage device; for each value of the array, pre-calculating a possiblechange in state of life for the energy storage device, wherein thepossible change in the state of life is determined from correspondingvalues of an integration of electrical current, a depth of discharge ofthe energy storage device, and, an operating temperature factor of theelectrical energy storage device; and operating the electric machines tovarying degrees of control at a subsequent time-step corresponding tothe pre-calculated possible changes in the state of life.
 2. The methodof claim 1 wherein operating the electric machines to varying degrees ofcontrol at a subsequent time-step corresponding to the pre-calculatedpossible changes in the state of life comprises operating the electricmachines to effect a predetermined state of life profile.
 3. The methodof claim 2 wherein operating the electric machines to effect apredetermined state of life profile comprises limiting allowableelectric machine currents corresponding to one of the pre-calculatedpossible changes in the state of life and the predetermined state oflife profile.
 4. The method of claim 2 wherein operating the electricmachines to effect a predetermined state of life profile comprisesestablishing electric machine currents corresponding to one of thepre-calculated possible changes in the state of life and predeterminedthe state of life profile.
 5. The method of claim 1 wherein the depth ofdischarge of the electrical energy storage device is determined from thevalue for current of the electrical energy storage device.
 6. The methodof claim 1 wherein the operating temperature factor of the electricalenergy storage device is determined from the value for current of theelectrical energy storage device and temperature of the electricalenergy storage device.
 7. Method for operating a hybrid electricpowertrain including an electrical energy storage device adapted forexchanging electrical energy with a hybrid vehicular powertrainincluding first and second electric machines, each machine operable toimpart torque to a two-mode, compound-split electro-mechanicaltransmission having four fixed gear ratios and two continuously variableoperating modes, comprising: providing an array of potential currentsfor the electrical energy storage device during periods of vehicleactivity; for each potential current, pre-calculating a possible effectupon electrical energy storage device state of life comprisingpre-calculating changes in the state of life corresponding to aplurality of factors affected by electrical energy storage devicecurrent, wherein said plurality of factors affected by electrical energystorage device current comprises a factor corresponding to currentintegration over time; and operating the electric machines to varyingdegrees of control corresponding to the possible effects upon electricalenergy storage device state of life.
 8. The method of claim 7 whereinoperating the electric machines to varying degrees of controlcorresponding to one of to the possible effects upon electrical energystorage device state of life comprises operating the electric machinesto effect a predetermined state of life profile.
 9. The method of claim8 wherein operating the electric machines to effect a predeterminedstate of life profile comprises limiting allowable electric machinecurrents corresponding to the possible effects upon electrical energystorage device state of life and the predetermined state of lifeprofile.
 10. The method of claim 8 wherein operating the electricmachines to effect a predetermined state of life profile comprisesestablishing electric machine currents corresponding to the possibleeffects upon electrical energy storage device state of life and thepredetermined state of life profile.
 11. Method for operating a hybridelectric powertrain including an electrical energy storage deviceadapted for exchanging electrical energy with a hybrid vehicularpowertrain including first and second electric machines, each machineoperable to impart torque to a two-mode, compound-splitelectro-mechanical transmission having four fixed gear ratios and twocontinuously variable operating modes, comprising: providing an array ofpotential currents for the electrical energy storage device duringperiods of vehicle activity; for each potential current, pre-calculatinga possible effect upon electrical energy storage device state of lifecomprising pre-calculating possible changes in the state of lifecorresponding to a plurality of factors affected by electrical energystorage device current, wherein said plurality of factors affected byelectrical energy storage device current comprises a factorcorresponding to current integration over time, a factor correspondingto depth of discharge of the electrical energy storage device and afactor corresponding to temperature of the electrical energy storagedevice; and operating the electric machines to a selected one of thepotential currents of the array corresponding to one of thepre-calculated possible effects upon electrical energy storage devicestate of life.